Apparatus for railway train operation



F. J. GILROY Au 19, 193o.

2 Sheets-Sheet l Filed Feb. 26, 1926 APPARATUS FOR RAILWAY TRAIN OPERATION Aug. 19, 1930.

F. J. GILROY APPARATUS FOR RAILWAY TRAIN OPERATION 2 Sheets-Sheet 2 Filed Feb. 26, 1926 ill Patented Aug. 19, 1930 UNITED STATES PATENT OFFICE IRAN x J. eILnoY, 0F BUFFALO, NEW YORK; CAMILLA' H. annoy mwmmx o sun FRANK J. GILROY, nnonasnp p V APPARATUS FOR RAILWAY TRAIN OPERATION 1 Application filed February 26, 1926.. Serial No. 90,832.

g The railway cars used in the United States and in Canada are provided with high pres sure air brakes, and the passenger cars, with few exceptions, are also equipped for heating with steam, also under relativelyhigh pressure. At the ends of both cars and locomotives there are manually operated valves with short extensions having terminal couplings, which extensions are usually fabric reinforced rubber hose, though my invention appliesequally to other types, suchas those in which the air brake and steam couplings are combined with the car couplings.

Many trainmen and repairmen have been seriously injured as aresult of the sudden escape of steam, hot water or air when manually: twisting the hose. couplings to separate the same, even after first closing the end valves on both sides of the couplings. This method of uncoupling has therefore been ando e In passenger tomary for the supply line at the locomotive-and blow off all of the steam before reaching any point at which locomotives are to be changed, and when stopped at that point also releasing the air in the entire air brake system. This causes the cooling of the cars at the time when it is most needed, and delays the start beyond the time otherwise necessary because this wasted air must be replaced by a fresh supply before the train can be started, and the replacement of the lost steam is a drain upon the reserve supply of the new locomotive. 1

In freight service it is customary to untrain service it is now cuscouple the cars and allow the hose to be pulled apart, often without first closing the end valves. This subjects the hose and coupling gaskets to severe strains which often cause such damage as to require repairs before the cars-can be used again. If either valve adja: cent tothe coupling is open when the hose is pulled apart, there follows an emergency application of the brakes on' the car with the open valve and all others coupled thereto. Such: emergency applicationsof the brakes cause cumulative damage to the air brake equipment.

My invention provides. a method and aptrainmen to close the steam paratus for safely quickly and economically uncoupling the air and steam pipes ofthese cars without taking the pressure ofi of either the cars or locomotive, and reinovesthe perils of aclosed valve. V

In theaccompanying drawings, which are illustrative: i Fig. 1 shows'in elevation a :portion of a coupled train pipe intheusual position.

Fig. 2 is a vertical axial section through one form of my valves, the valve being open.

, Fig. 3 is a similar view showing themain valve closed. I f i 1 Fig. 4 is a section on the line 44 of 2, showing my. relief valve closed. I

Fig. 5 is a vertical axial sectioniof a modified form of my devices. l Fig. 6 is a section similar to Fig. 3, of my modified form.

.1 Fig. 7 -is a vertical section of an alternate form of venting screw cap.

Fig. 8 is a topplan view of the plug shown lnFigs. 5 and 6.- 1 In these views A, A represent train pi e segments at the ends of adjacent cars, t e cars being omitted, 13,13 are valves connected to saidsegments, respectively, C, C' the usual coupling members, and D,D the usual flexible hose segments leading-from the-valves to the coupling'members, respectively. r

Each valve is of the usualoutline and consists of a casing E provided with an upwardlyv tapered vertical turnplug F turned by means of a leverworking in a fixed bushing H into which it is upwardly pressed by a spring I which reacts against 'a s'crewjcapJ. This screw capJ is provided with a downwardly tapered passage J from the space below the turnplug to the open air. V '.'The turnplug F'is provided with a large transverse passage- K through which, when the plug'is properly, turned, air passesfreely between the segments A,'D, D, A and is further provided. with a slnallpassage L which extends from, a portion ofthe peripheral surface of theplug F, tween the openings-for the passage K,.downwardly through the plug to the space heneath, which in turn leads to the open air substantially midway be-- G. The plug is shown as aid of a through the passa e J The passages Kand L are so located t at when the former ahgns with the segments A, D, the latter is closed by the walls of the seat, while a 90 degree rotation of the turnplug closes A and at the same time opens-a h .-pass from D through the assa'ges L and to the outer a1r T e tapering of the passage J permits the a 1 more expel any 19 water irt or other obstruction. V

e companion turnplug 1s closed simultaneously with the'first;.th e pressure remains unchanged in A, A so that the relatively small quantity of the fluid mapped in the flexiblehose D, C, C'.-

will escape automatically, withoutfurther acts ofthe trainman, who

forget to operate 'a s'eparate valve with ,t lang er to himself; Heisnot hkely to atl tempt todisconnect the hose so long as the a air onsteam escaping through the passage J' 'wams'him that-itasdahge'rous to do so.

, 11, however, only a single one of my valves i sclosed', the fluid willcontinueto escape, and

i if itis the airb'ritke system will cause the 23 .a plication of the brakes on the rear cars, f tfifl rear valve of any car is closed, or on the cars, ifthe forward valve is closed. rovides a safeguardagainst the accidental 'or maiiciousclosing of avalve Wlth- 88 f twarningto' the trai'nmenbecause the engi- "cannot release the brakes which have n, applied by this means w'ithout're-openthe"valve and restoring the pressure m eentire trainline s5 n; the modification shown n Figs. 5, 6, 8 there is a turigilug F'-hav1n a main transverse passage a by-pass and an upper eby-pass M, the latter leading to an upper co-axial chamber N m whlch a valve 0 a5 is mounted for independent manual operationbymeansof ahandle P having a locking pin Q; Suitable pi ,not shown, connect the passage in the va ve 0 with a sultable s1gmu m the engineers cab.

modification shown in Flg. 5, fasmeans for nay-main valve serve to hold it" igainst accidental'closing while the train is in'inotiom This mean'sconsists of a valve handle, R having 'an integral downwardly projecting lug S adapted to engage a suitable 'I' on the booming whleh makes it =-=-aryto lift the hendle'R until the lug S clears the stop Ti The ha'ndle R is enlarged et itsfree end to form a counterweight, and is mounted for limited rocking on the turnpl'ugto whichthe handle is fastened by a pin H. To aid the counterweight in fastening this'v'alve, the handle Bjhas an integral annulariextension V against which a compression resses a rivet-shaped bearing pin X. l iandle P. carries adownwardly prolu P which'enters a suitable depression w en in position for locking with the compression? spring encircling the plication in road service.

To safeguard against the closing of the vent holes, the passages J 2 and J Figs. 5 and 7 respectively, are designed to give insuflicient support for foreign matter when the closing of my valve applies the full train line pressure through my by-pass L.

The form shown in Fig. 5 is particularly useful on locomotives, and the valve 0 should be closed whenever its locomotive. is runnin light and when no rolling stock is couple to the end which carries this valve.

My invention may be readily applied to standard M. B. 0. equipment, and if desired, without. even sending the cars and locomotives to the repair shop. It safeguards against train wrecks such as have often followed the accidental, or malicious, closin of the present type of valves, because it ves immediate warning to the engineer an before an emergency occurs which requires a sudden stop to avoid a serious wreck.

The form illustrated in Fig. 5 is adapted for giving immediate notice to the engineer whenever the steam supply valve is closed, and as a consequence no steam is being supplied to the heating pipes of the cars.

The applicant estimates that in the switching of railway cars there are from two thousand to three thousand emergency applications of the air brakes to one'emergency ap- Such frequent emergency applications cause cumulative damage to the air brake equipment, including the brake rods, pivots and pistons, and as a result the equipment must be frequently repaired to be maintained in the mosteflicient condition. 7 r

The applications invention eliminates these switching emergency applications of the brakes and the delays at stations due to the present methods whenever a car is cut ofi or locomotives are changed.

With the applicants method and apparatus, the fluid pressure is maintained at all times during the entire trip of each car, regardless of the number of switching movements required, in the air brake, water raising and steam heating systems of each, and the closing of any air line car end valve between the extreme ends of the train gives immediate warning and causes the train to be stopped automatically. The invention safeguards the trainmen against injury when Imcoupling the hose. Operating costs are reduced by the saving of coal corresponding to the saving in steam and compressed air, and the cost, including time, of the excessive wear and-tear of the equipment, which are due to the present methods of operation.

What I claim is:

1. In a trainpipe valve, the combination with a main turnplug provided with a transverse passage, a by-pass having an inlet opening between the opposite ends of said transverse passage an outlet through the base and a second by-pass having an inlet opening on the opposite side of said plug, of a manually operated valve for said second by-pass mounted in said turnplug and means yieldin 1y resisting the turning of said second va ve.

2. In a trainpipe valve, the combination with a turnplug provided with a transverse passage a by-pass between opposite ends of said passage adapted to open communication with the outside air and a second by-pass adapted to open communication with signaling means, of a turnplug for said second bypass having yielding means for holding it against accidental movement, and a screw cap below said main turnplug provided with a self cleaning passage.

In testimony whereof I hereunto aflix my signature.

20 FRANK J. GILROY. 

